Mobility Credits (2)

Caroline Pidgeon: What role will mobility credits play in any scrappage scheme in relation to the expansion of the Ultra Low Emission Zone (ULEZ) to the whole of Greater London?

The Mayor: Please see my response to 2022/0906.

ULEZ Development

Len Duvall: Can you outline the next steps in the development of the Ultra Low Emission Zone?

The Mayor: On 18 January 2022, I announced four potential approaches to address toxic air pollution, the climate emergency and traffic congestion in London. After considering the options, I asked Transport for London (TfL) to prepare a public consultation on expanding the current Ultra Low Emission Zone (ULEZ) to outer London so it applies London-wide from 29 August 2023, as this strikes the right balance between maximising the health and environmental benefits for Londoners while minimising the impacts on drivers.
The public consultation launched on 20 May and includes comprehensive marketing and engagement to ensure all of London’s diverse communities are made aware of the proposals, advertising through different channels including radio, press, commercial journals and online. TfL will prepare a report on consultation responses. I will carefully consider them before deciding in due course whether or not to confirm the ULEZ expansion proposals, with or without modifications.
Alongside the proposals for ULEZ, TfL is also asking for comments on shaping a future approach to road user charging. Future road user charging could bring existing schemes such as the Congestion Charge, Low Emission Zone (LEZ) and ULEZ together into a single scheme, designed to be simple and fair for customers. The charge itself could be ‘smarter’ and vary according to a combination of elements, such as distance travelled, time and location. This could help deliver the significant reduction in traffic required in the capital to address toxic air pollution, the climate emergency and traffic congestion.
I am also tackling emissions via my other policies such as upgrading the London bus fleet to zero emissions, new emission standards for taxis and private hire vehicles, Zero Emissions Zones (ZEZs) – with a commitment for a central ZEZ from 2025 - and by delivering electric vehicle charging points.

ULEZ (3)

Emma Best: How many vehicles does TfL estimate will be charged on a weekly or daily basis if the ULEZ is expanded to the whole of London?

The Mayor: Transport for London’s modelling indicates that, if the Ultra Low Emission Zone is expanded to outer London, there would be 46,000 cars and 26,000 vans a day in the expanded zone that would not meet the ULEZ standards by the end of 2023.

Transport for London Staff Interventions in Health Emergencies

Krupesh Hirani: Please provide a breakdown of how many health emergencies Transport for London (TfL) staff have intervened in over the last five years.

The Mayor: Transport for London (TfL) staff, and staff working on services operated by TfL, have reported 43,928 health emergency interventions over the last five years. With millions of journeys each day, TfL staff are trained to respond to a wide range of incidents, a small number of which are defined as a medical incident or have resulted in injury that has required an intervention from our staff. This forms our definition of a health emergency intervention. The number of interventions over the past five years is summarised in the table below.
2017-18
2018-19
2019-20
2020-21
2021-22
Total
Medical Incident*
1,182
1,139
1,135
550
891
4,897
Transport related Injuries
9,803
9,558
9,315
3,388
6,967
39,031
Total
10,985
10,697
10,450
3,938
7,858
43,928
*A medical incident in the above table is defined as health-related incident, including self-harm and assault related injuries, not as a direct result of transport activities.

ULEZ Cameras

Emma Best: Does TfL or Capita decide where ULEZ cameras should be placed?

The Mayor: ULEZ camera locations are selected by Transport for London. This is done in collaboration with our camera supplier, Yunex (formerly Siemens Mobility), to ensure that locations are appropriate and feasible.

Cycle Training

Tony Devenish: Given the significant benefits of cycle training, will you guarantee that TfL will not cut cycle training funding so long as you are Mayor?

The Mayor: Cycle training plays an important role in encouraging Londoners to cycle.
Given the immense pressures on Transport for London’s (TfL) finances, I am proud that TfL has been able to continue to fund cycle training up to and including Q1 of 2022-23.
I remain committed to enabling adults and children in every London borough to benefit from cycle training. However, this is contingent on reaching a proper longer-term funding settlement from the Government.

TfL Spending - Prioritisation

Neil Garratt: Given that pandemic restrictions have ended, the state of TfL finances and the fact that you have told the public that bus routes might have to be removed whilst flyovers and bridges might not be maintained, how did you determine that using taxpayers’ money to pay for expensive radio advertising promoting the use of face masks on buses and the London Underground was the best use of limited funds?

The Mayor: Throughout the pandemic, it was important to remind customers that they needed to wear face coverings on Transport for London (TfL) services. This was to keep customers safe and make them aware of fines for not wearing a face covering when it was a national requirement.
Since the Government’s decision to lift restrictions on 24 February 2022, communications have continued at a lower, steady volume to reassure customers about TfL’s ongoing safety measures and to strongly encourage customers to wear face coverings on TfL services if they are able to. For radio advertising, TfL has utilized media value received through its commercial partnership with Global Radio, and therefore has not spent any budget on radio media.
These communications play an important role in giving Londoners confidence to use public transport, which is essential to contributing to TfL’s fares revenue and supporting London’s recovery from the pandemic. This is reflected in TfL’s recent April survey results which show that face coverings remain important to customers (65 per cent agree they are fairly or very important).

Face Coverings on Transport for London

Krupesh Hirani: In what situation would you bring back the wearing of face coverings as a condition of carriage on Transport for London (TfL) services?

The Mayor: There are a few situations in which Transport for London (TfL) would review the requirement to wear face coverings as a condition of carriage on its services. These are:
TfL has used the same criteria to review its position on the use of face coverings as a condition of carriage since it first decided to retain the requirement locally in July 2021. This was when the national requirement to wear a face covering was removed, and transport operators were encouraged by Government to make unilateral decisions in respect of their respective operations and circumstances.
If the use of a face covering on public transport in general became a legal requirement by the Government again, TfL would also require their use on its services and stations.

ULEZ Camera Data (1)

Emma Best: Does TfL have full access to the data and footage from the ULEZ cameras?

The Mayor: ULEZ is enforced using a network of Automatic Number Plate Recognition cameras, which capture still images focussed on the vehicle registration mark rather than any moving footage. Transport for London does have full access to the data and images from these cameras, however as I said in my response to Mayor’s Question 2022/1609, it is bound by statutory requirements relating to how this data can be used.

Cost of Living

Tony Devenish: Can you explain how making the ULEZ London-wide - something that hits those who cannot afford to upgrade their vehicle - takes into account cost of living?

The Mayor: I have been clear that we need to strike the right balance between reducing toxic air pollution, tackling the climate emergency and addressing congestion, while still ensuring fairness. The poorest Londoners are least likely to own a car and are most likely to suffer the consequences of poor air quality.
With fewer people affected by the proposed new scheme thanks to the already high levels of compliance we can target our support, including through a scrappage scheme, to help Londoners on lower incomes, disabled Londoners, charities and small businesses clean up their vehicles and switch to cleaner modes of transport. Ahead of the Ultra Low Emission Zone expansion in October 2021, I allocated over £61m to scrappage, helping to remove over 15,200 of the most polluting vehicles from our roads.
Unlike other cities with Clean Air Zones, Londoners have received no support for scrappage from central Government. In London, we are using limited resources to do a job that really needs Government leadership through a targeted national scheme, which is why I will continue to lobby Government for funding support.

Pedestrianisation of Oxford Street

Caroline Pidgeon: Following the change of political administration of Westminster City Council what steps will you be taking to implement your 2016 manifesto commitment to pedestrianise Oxford Street.

The Mayor: I am very concerned at the state of Oxford Street. In the last few years, a number of flagship stores have closed and customer numbers have still not recovered to pre pandemic levels. To ensure central London retail destinations can fully recover from the pandemic and that they can compete with online retail and suburban shopping centres, we need to ensure they are welcoming and pleasant places, with diverse opportunities for visitors and residents alike to safely shop, work and play. In 2018, the previous Council walked away from the joint pedestrianisation proposals that would have improved the quality of the public realm and the retail environment. I believed this was the wrong decision then and I still do now.
I know that the new administration in Westminster will be keen to reinvigorate Oxford Street and I stand ready to work with them on this. I am sure that they recognise that to do nothing is to accept that the decline we have seen in the street in the last few years will continue. That is not in the interests of the City Council or the London economy. My team will reach out to the new administration to discuss their plans for Oxford Street, and we will feedback to Assembly when we know more.

Dynamic Fare Pricing

Elly Baker: In May 2021 you said that TfL would “explore the use of more dynamic fare pricing”. Can you update me on this work and what new dynamic fare pricing, if any, was introduced as part of the 2021 or 2022 fare changes?

The Mayor: I asked Transport for London to explore dynamic fare pricing and it has indicated that it is not technically feasible as things stand, to offer demand-led surge pricing. Peak and off-peak pricing has long been used to encourage customers to change their travel plans, where possible, and is easily understood by customers.

City of London Speed Limit (1)

Keith Prince: Given the proposed reduction in the speed limit across the City of London and the safety attributes that it may bring across the board, will the Mayor either remove the Bishopsgate Streetspace restrictions or – at the very least – allow taxis to now use that stretch of road during restricted hours?

The Mayor: I welcome proposals to reduce speeds across London in line with my Vision Zero Action Plan – helping to reduce both the frequency and severity of collisions, and protect vulnerable road users. Indeed, the Bishopsgate corridor is already subject to a 20mph speed limit. The current, experimental scheme on the corridor seeks to improve conditions for pedestrians, cyclists and bus passengers by reducing through traffic during its operational hours and allowing highway space to be better utilised by these modes. Transport for London continues to welcome feedback - including points related to taxi access - to inform its future plans.

Gambling Adverts on TfL property

Joanne McCartney: Is TfL actively considering banning gambling adverts on TfL property given the social harms that gambling exacerbates?

The Mayor: A joint TfL/GLA working group meet regularly on this and my GLA Health team has commissioned independent review of research to develop an evidence base on harmful gambling. This evidence base is necessary for TfL to be able to further develop its policy and carry out engagement with a range of stakeholders ahead of any final decisions on restrictions being implemented.

Bus service for Turing House School

Caroline Pidgeon: Will you look to increase bus capacity on route 481 to help students and staff who attend Turing House School in Twickenham?

The Mayor: Please see my response to Mayor’s Question 2022/1656

Santander cycle hire scheme for older people

Caroline Pidgeon: Will you review the charges for the Santander cycle hire scheme for older people who have an Oyster 60 plus card or Freedom Pass?

The Mayor: I believe that the Santander Cycles scheme continues to provide excellent value for customers. The scheme is not presently part of the integrated Transport for London Oyster fare, which can be used across modes.

South Carriage Drive Closure

Tony Devenish: With regard to the closure of South Carriage Drive in Hyde Park to vehicular traffic, which bodies are the final decision makers and what is the timeframe for the decision on reopening?

The Mayor: Transport for London (TfL) and I are very supportive of this trial and the broader Royal Parks strategy to reduce traffic in the parks.
The Royal Parks have yet to conclude whether the current restrictions for general traffic on this route will remain in place every day or if they will be on selective days and timed. TfL understands the Royal Parks are intending to publish data on the trial soon, including whether this will continue to include weekdays.
The TfL team has been actively engaged on these proposals, and its assessment is that there is likely to be limited impact on the wider network in the area. As such, the ultimate decision on closure of the roads sits with the Royal Parks as the Highway Authority but TfL will of course continue to engage and support as a key stakeholder.

Helicopters 3

Tony Devenish: For each financial year 2018/19, 2019/20 2020/21 and 2021/22 how much did police helicopters being used over London use cost the Metropolitan Police Service?

The Mayor: Please find below the payments made to the National Police Air Service, broken down by year:
2018/19 – £8.66m
2019/20 – £7.70m
2020/21 - £9.28m
2021/22 - £7.8m
In 2021/22, an additional cost of approximately £800,000 was incurred as the dedicated London base at Lippitts Hill was re-established.

Culture Support

Neil Garratt: How many businesses in the culture and creative arts sectors have you directly supported since you became Mayor? Please provide a breakdown by London borough and if applicable, amount of funding provided.

The Mayor: Since I became Mayor of London, my Culture Strategy programme has helped thousands of businesses across London.
For example, we have delivered inward investment into the creative industries, created jobs, and helped businesses make sales and trade through my Creative Economy Growth Programme. Please see Mayor’s Question 2021/2090.
I have supported hundreds of businesses at risk of closure through my Culture and Community Spaces at Risk programme and £2.3m Culture At Risk Business Support Fund. Please see Mayor’s Question 2022/0707
And, my Let’s Do London tourism campaign directly supported 1,735 organisations and creative businesses, bringing £81m in spending and 330,000 additional visitors to London.

Problem-oriented policing

Caroline Russell: How will the new problem-orientated policing approach, mentioned in your Police and Crime Plan and due to be implemented by the Metropolitan Police Service (MPS), change the way Londoners are policed?

The Mayor: The College of Policing have found that problem-oriented policing has contributed to a general reduction in offending, with one analysis finding a 33.8% reduction in crime and disorder.
The Metropolitan Police Service (MPS) has identified 120 areas in the capital in which to use problem-oriented policing. The work carried out in these areas will result in a more localised approach and greater understanding of violence. This then allows for an evidence-based response to the problems in any given area.
In order for problem-oriented policing to be successful, the MPS will be working with partner organisations to identify solutions, reduce violent crime, safeguard victims and divert offenders.

New College of Policing Live Facial Recognition guidance

Caroline Russell: Recent guidance published by the College of Policing on Live Facial Recognition allows for victims of crimes to be placed on watchlists used by police forces. Does the Metropolitan Police Service (MPS) plan to add victims of crime to its Live Facial Recognition watchlists?

The Mayor: Is vitally important that the Metropolitan Police Service (MPS) is proportionate in its use of Live Facial Recognition technologies (LFR) and ensures the security of Londoners whilst respecting and protecting human rights. The MPS LFR Standard Operation Procedure (SOP) outlines who may be placed on a watch list (see paragraphs 6.8 and 6.13 to 6.18). Whilst the MPS anticipates that it will be rare for its officers to seek to locate a victim using LFR, the SOP sets out circumstances where this may be necessary. Where a victim’s welfare is assessed to be under a continuing clear threat, and other less intrusive efforts to locate the victim have failed or are not possible within the time available, then LFR may be used to locate a victim for their own safety. This is consistent with the MPS’s duties to protect life.
I will continue my oversight of the MPS deployment and use of LFR to ensure it is used in accordance with the SOP and the legal and ethical frameworks that protect the rights and interests of Londoners.

Stop and search based on physical appearance

Caroline Russell: Code A of the PACE code states that a person’s physical appearance cannot be used as the reason for stopping and searching them or any vehicle they are in. However, physical appearance was the key reason given by Metropolitan Police Service (MPS) officers for stopping Eric Boateng-Taylor in March 2022, with officers stating that Mr Boateng-Taylor was approached because he was ‘not dressed for the climate’. Could you outline your processes for making sure that the MPS appropriately uses its power to stop and search without visual profiling?

The Mayor: Ensuring officers are using their powers lawfully, proportionately, and professionally is an essential part of working towards rebuilding trust in communities. It would not be appropriate for me to comment on this specific incident, as it is currently the subject of a complaint, but clearly training and supervison are important in ensuring officers use their powers effectively, which I have addressed in my Action Plan for Transparency, Accountability and Trust in Policing.
As a result of my plan, officers developing their practical street duties skills are now engaging in lived experience sessions with local community members to improve their understanding of the local context, and the unconscious bias training has been enhanced. Officer scrutiny has also been enhanced with supervisors observing encounters and conducting compliance checks.
In addition, I have committed to overhauling scrutiny mechanisms to ensure they are more representative and transparent and even better equipped to work with MOPAC to hold their local police to account on stop and search.

Community resolution pilot in children update

Caroline Russell: The Force Management Statement published by the Metropolitan Police Service (MPS) mentions a pilot run by South Basic Command Unit (BCU) where officers conduct a home visit to engage with a child and their parent or carer to offer any interventions or diversions through a community resolution process. I asked the Commissioner about this at Police and Crime Committee on 25 January 2022, but she said it was too early to give any information. Are you now able to tell me what are the key findings from this pilot scheme in the South BCU?

The Mayor: The Community Resolution pilot in South Basic Command Unit will run through until 30th September 2022. Whilst evaluation is ongoing throughout the pilot, the final evaluation will be completed in October, at which point the MPS will be in a position to update further.

Diesel Cars and ULEZ

Onkar Sahota: A constituent claims his 2014 ‘clean diesel’ car, for which he pays £20 a year road tax, is apparently not green enough for ULEZ. He wants to know why he should have to replace it at a cost of thousands of pounds. Can you please explain why a car that costs so little to tax falls foul of ULEZ?

The Mayor: The ULEZ specifically targets the vehicle emissions that are most harmful to human health: nitrogen oxides (NOx) and particulate matter (PM). These are regulated by the Euro engine standards. In contrast, vehicle excise duty (“road tax”) is set by the Government and the current tiered system is based on carbon dioxide emissions. The standards chosen as the basis for compliance with the ULEZ reflect the points at which new Euro standards resulted in a very large drop in permitted emissions compared to previous standards. For example, Euro 5 diesel cars were permitted to emit 125% more NOx than Euro 6 diesel cars. This is why the ULEZ requires all diesel vehicles to meet the Euro 6 standard.
We know that diesel engine exhaust emissions are harmful to human health and that the real-world emissions of diesel engines can be drastically worse when driven in dense urban environments, such as London.
‘Clean diesel’ is a marketing tool used to indicate that diesel vehicles have lower carbon dioxide (CO2) emissions and higher fuel efficiency than petrol vehicles. The £20 annual vehicle tax rate your constituent pays is based on the vehicle’s CO2 emissions. Vehicle tax rates have now changed for vehicles registered since 2017, with only zero emission capable cars paying the lower rates and a first-year surcharge to reflect the level of CO2 emitted and the higher air pollutant emissions from certain diesels.
Unlike other cities with Clean Air Zones, Londoners have received no support for scrappage from central Government. In London, we are using limited resources to do a job that really needs Government leadership through a targeted national scheme, which is why I will continue to lobby Government for funding support in London.

Barriers to Active Travel

Emma Best: Having advised that ‘Regular TfL customer surveys further tell of the key barriers and help better target programmes to boost active travel’, please can you expand on those barriers and the number of people who face them?

The Mayor: Transport for London’s (TfL) interventions are supported by a robust evidence base which is regularly updated. The Walking Action Plan and Cycling Action Plan both include a chapter detailing the evidence driving TfL’s investment in Healthy Streets. Since the publication of these action plans, new research has been undertaken to further develop our understanding of the barriers Londoners face when considering walking or cycling. For example, the Cycling potential in London’s diverse communities report (2021) highlights that the top five barriers to cycling are:
Research conducted in 2022 showed the top five barriers to walking to be:

Economic Recovery Implementation Plan (3)

Elly Baker: For the “Transport Foundation – Active Travel” section of the Plan can you provide an update on what the impacts of the schemes on different transport modes are and how you are using the findings to inform the development of future schemes?

The Mayor: Transport for London (TfL) has implemented Streetspace for London and other measures to radically improve our offer of safe and attractive space for walking and cycling. Since I became Mayor, London’s strategic cycling network has grown from 90km to 345km, with one in five Londoners now living within 400m of a cycleway. I have converted 85km of bus lanes to operate 24/7 and invested £59m in bus priority to ensure buses are a fast and reliable option. I worked with boroughs to deliver over 100 Low Traffic Neighbourhoods and over 500 School Streets since the start of the pandemic.
TfL is constantly learning from what we implement and using that to inform decisions on what we deliver moving forward. That is why TfL publishes key findings in the Travel In London reports to share with boroughs and key stakeholders and uses it to inform guidance such as Local Implementation Plan guidance for 2022-23, and findings from more specific interventions such in the School Streets evaluation report.

Tackling and tracking volume crime

Caroline Pidgeon: In your final Police and Crime Plan you commit to more work to better track and tackle volume crime, which has a huge impact on communities across London. Please can you provide detail and timescales for the work that is being undertaken in this area?

The Mayor: The Office for National Statistics (ONS) figures released in April this year show that volume crimes decreased across the capital in the twelve months to December 2021. This includes burglary which went down by 18%, and robbery which decreased by 20%.
I am not complacent however, and I recognise that there is still a lot to do. I have set out clearly in my Police and Crime (PCP) that the MPS and all partners should be working together to tackle anti-social behaviour, reduce volume crime such as burglary, robbery, theft and increase residents’ confidence and sense of safety.
Crimes such as robbery, burglary, and theft as well as anti-social behaviour will be measured as part of the monitoring arrangements for the PCP and will form part of routine oversight arrangements. The public will be able to access this information via new dashboards, including one focussed on the PCP outcome of ‘Trust and Confidence increases’.
MOPAC is also expanding its Public Attitude Survey (PAS) with the number of people who will be interviewed rising from 12,800 to over 19,000 Londoners. The survey measures Londoners’ perceptions of the MPS, and from this year includes additional questions on Londoners’ experiences of crime in their local area, prioviding richer data, over and above police recorded crime.

ULEZ Charges (3)

Keith Prince: What was the total amount of the penalties issued for the non-payment of the ULEZ charge from the 25th of July 2021 to the 24th of October 2021?

The Mayor: As at 10 May 2022, Transport for London has issued 79,432 Penalty Charge Notices (PCNs) for non-payment of the ULEZ charge between 25 July and 24 October 2021.

Anti-Social Behaviour reports unattended by police

Caroline Pidgeon: How many anti-social behaviour reports have not been attended by the Met in each of the last five years? Please break this information down by i) year and ii) borough.

The Mayor: The MPS has provided the information requested in the attached spreadsheet. Please ensure the notes page is read in conjunction with the data to aid in interpretation.
The data includes only those ASB calls shown on Computer-aided dispatch and does not reflect ASB calls that have been referred on the Airspace system to Neighbourhood officers.
Please also note that the MPS may refer calls to be dealt with by partners (eg, Local Authorities). Examples of this may include noise nuisance and abandoned vehicles.

The Mayor: 1373_Anti-Social Behaviour reports unattended by police_v2 (1).xlsx

River Passenger Traffic

Elly Baker: Following MQ 2019/9247, please provide details on the number of river passengers for 2019/20, 2020/21 and 2021/22 and estimates for 2022/23 and 2023/24, which covers your current Transport for London business plan. Please breakdown the figures into River Bus, River Tours & Woolwich Ferry.

The Mayor: Please see below a table providing the breakdown of passenger numbers for the River as requested.
Forecast
*Forecast
2019/20
2020/21
2021/22
2022/23
2023/24
River Bus
4,065,657
574,686
3,115,377
3,659,091
4,065,657
River Tours (inc charters)
4,339,532
162,579
1,504,682
3,905,578
4,339,532
Woolwich Ferry
1,169,821
902,018
693,915
1,169,821
1,500,000
River total
9,575,010
1,639,283
5,313,974
8,734,490
9,905,189
*TfL is expecting River numbers to return to pre-covid levels by 2023/24.

Spending on specialist services for domestic abuse

Caroline Pidgeon: I very much welcome the additional £11.3million investment in specialist services for victims of domestic abuse. Can you please outline how the services will be accessible across all boroughs?

The Mayor: The £11.3 million of specialist life-saving new and enhanced services will be accessible to survivors of domestic abuse regardless of where they live. This will enable them to access the right support at the right time to help rebuild their lives.
A pan-London approach helps eliminate a postcode lottery and enables provision for groups for whom services may not otherwise be commissioned, due to small numbers at a local level. This is particularly pertinent for minority groups.
Access to services will continue through existing channels including the National DA Helpline, Women’s Aid referral routes and local authority partners.
Improving access for all survivors of violence against women and girls, including domestic abuse, remains one of my key priorities. Through my Domestic Abuse Safe Accommodation Strategy, and working with my new Domestic Abuse Partnership Board, I look forward to driving continued change to improve outcomes for survivors of domestic abuse.

Funding and targets for community parklets

Siân Berry: To empower residents and communities to create community hubs with greening, seating and planting on their streets, will you provide dedicated funding to local authorities, alongside targets for implementation, for community parklet programmes?

The Mayor: The guidance for Local Implementation Plans asks local authorities to produce delivery plans for TfL funding to improve and redesign streets using the Healthy Streets Approach. This can include supporting greening, seating and parklets.
My Green New Deal includes programmes to boost green jobs, tackle the climate and ecologicalemergencies, improve air qualityand address inequalities. Through my new £4m Green and Healthy Streets fund, the GLA is working in partnership with TfL and local authorities to integrate greening into streets and increase climate resilience. Plans for this funding will be announced later this summer. My Grow Back Greener grants can also support communities to create and improve green spaces and will be reopening for applications this summer.
To go further to transform local streets with more community involvement, though, TfL needs a long-term funding arrangement with government to make the necessary funds and resources available.

Employers of 73 Bus Workers who died from Covid-19, March 2020-November 2021

Keith Prince: In your response to Question 2022/0796, you responded “Due to the sensitivity of information for colleagues who have passed away, TfL cannot provide a breakdown by bus contractor of the bus workers who have died due to Covid-19 related illnesses.” Since you provided precisely this information in your responses to Questions 2020/2533, 2021/0527 and 2021/1967, please provide me with (a) a breakdown of Covid-19 by bus contractor as I requested or (b) a copy of the decision memorandum or other formal instructions that can justify why this information cannot be provided to me at this time for public scrutiny.

The Mayor: A breakdown of the employers of the 75 colleagues who worked on/alongside our bus services is provided below:
Abellio – 7
Arriva – 7
Cordant* – 1
Dial-a-Ride (TfL) – 3
Go Ahead – 14
HCT – 1
Metroline – 19
RATP – 8
Stagecoach – 6
Tower Transit – 7
British Transport Police** – 2
* Cordant – A company contracted to Tower Transit
** British Transport Police – PCSOs assigned to the bus network

City of London Speed Limit (2)

Keith Prince: Given the proposed reduction in the speed limit across the City of London it seems perverse to exclude a mode of transport with an exemplary safety record. Will the Mayor also be willing to enter into a dialogue in a bid to open up Bank Junction to the taxi industry given the taxi industry's impeccable safety record at that junction?

The Mayor: The current ambitious improvements at Bank Junction have delivered both a significant reduction in collisions for vulnerable road users and improved bus journey times, and I supported the scheme on this basis. The City of London Corporation is the highway authority for Bank Junction, and any future changes are a matter for the Corporation to consider. However, as the junction forms part of the Strategic Road Network, Transport for London will review and assess any changes proposed to the highway network here on my behalf.

Ending the deployment of Safer Schools Officers

Caroline Russell: Given the serious safeguarding case of the strip search of Child Q at her school while she was menstruating, have you and the Metropolitan Police Service (MPS) considered ending the deployment of Safer Schools Officers?

The Mayor: I have been clear at how dismayed and disgusted I am at what happened to Child Q and about the need to ensure the officers who conducted that search are fully held to account. Though it was not Safer Schools Officers (SSOs) that conducted that search, I am aware of the potential for them to have both a positive and negative impact on children and young people, and particularly those from Black communities.
That is why through my Action Plan for Transparency, Accountability and Trust in Policing I asked the MPS to ensure that the work of the SSOs is monitored and assessed to ensure there are no disproportionate impacts for Black children. In addition, the views of parents and children are being measured through the Public Attitude and Youth Surveys delivered by my Office for Policing and Crime (MOPAC), with very high levels of public support. In January 2022, MOPAC also held a public meeting on SSOs, enabling discussions between young people, parents, head teachers, local authorities and the Met Police.
The MPS has reviewed its Safer School Partnership Handbook, outlining the role and practices of SSOs and that includes the responsibility for ensuring young people are not criminalised in circumstances they otherwise would not be if a police officer did not work in a school.
I will continue to hold the Met to account for the work of the SSOs and the MPS will publish a review of their work in the coming months.

ULEZ Camera Data (2)

Emma Best: Are there any limits to how data and footage from ULEZ cameras can be used beyond their primary purpose?

The Mayor: Statutory requirements relating to Transport for London’s use of Automatic Number Plate Recognition cameras, particularly in the area of public law and data protection, place limits on the cameras’ collection of data and images and their subsequent use.

Tube noise in Fitzrovia [1]

Anne Clarke: What was the total number of tube noise complaints received between March 2018 and February 2019 in Fitzrovia?
What is the current status of those complaints?
If TfL has declared any of those complaints as ‘resolved’:
a) When were those decisions made?
b) Who made those decisions?
c) What was the rationale for those decisions?
d) How and when were those decisions communicated to each of the complainants?

The Mayor: Transport for London (TfL) received 21 noise complaints in the Fitzrovia area between March 2018 and February 2019, of which only two remain open.
While TfL cannot easily retrieve exact dates of complaint ‘resolution’ owing to the way this data is recorded, all such decisions would have been made following a full investigation, with property noise measurements undertaken if required, followed by an inspection of the track by engineering or the track maintenance team.
All resolution decisions are made jointly by TfL’s Engineering team, its Noise & Vibration Lead and the Maintenance Manager.
Before ‘closing’ any noise complaints, TfL will need to be satisfied that all best practicable measures have been undertaken to address the noise and vibration concerns. In some cases, these consist of sleepers being replaced, new rail being installed, and rail grinding being carried out. Rail grinding will be scheduled when TfL’s engineering data indicates there is a requirement for this.
TfL’s data shows that the complaints listed for the Fitzrovia area for this time period were communicated through a resident who acted as the local lead and cascaded the messages onto the other residents.

Operation Aegis update

Caroline Pidgeon: In April last year the Met launched Operation Aegis, a two-year project where teams of experienced coaches and officers visit every BCU for 14 weeks at a time, upskilling frontline officers in six key areas of public protection with an emphasis on child safeguarding throughout. Please provide an update on the progress of the project.

The Mayor: Operation Aegis launched in April 2021 and has been active in six Basic Command Units (BCUs). Aegis continues to audit the BCUs and create a consistent approach to building confidence and capability.
Police officers on the BCUs receive a range of briefings and 1-2-1 coaching sessions.
The Metropolitan Police Service (MPS) has stated that following Aegis support a recent audit of the East Area BCU has shown an increase in the volume of good Data Inspection Team audits and a decrease in those requiring improvement.
The Deputy Mayor for Policing and Crime continues to oversee and pursue better outcomes for this programme through the London Child Protection Improvement Group.

Economic Recovery Implementation Plan (6)

Elly Baker: What new transport infrastructure are the GLA and TfL currently working with relevant partners on? Please list the projects and the partners.

The Mayor: There are a number of major network extension schemes under development including: an extension of the Docklands Light Railway (DLR) from Gallions Reach to Thamesmead; a Bus Rapid Transit scheme between Woolwich, Thamesmead and Abbey Wood; and an extension of the Overground network between Hounslow, Old Oak Common and Brent Cross/Cricklewood. Transport for London (TfL) has also progressed work on the Bakerloo Line Extension from Elephant & Castle to Lewisham and is in discussion with government with regards to amending the safeguarding for Crossrail 2 to better reflect the latest proposals. This would ensure that these vital schemes for London are ready to progress when finances allow.
Each of these projects involve working with relevant Local Authorities, subregional partnerships, landowners, developers, business groups, central Government bodies and in consultation with community groups and the public.
Transport for London (TfL) is working with partners to develop several station capacity upgrades and step free access schemes that support place-based regeneration and accessibility improvements, for example at Elephant and Castle, Leyton and Colindale, and continue to progress the Government Housing Infrastructure Fund projects on the DLR and East London line.
Securing a longer-term funding agreement with Government will be vital to ensuring that TfL can deliver these important projects.

Retirees in the Private Rented Sector

Sem Moema: London is seeing more retirees living in the PRS as many people are unable to buy their own property. What can be done to help support them?

The Mayor: This is a hugely important issue. As demand for housing continues to outstrip supply, the private rented sector has become and will continue to be a tenure of necessity for increasingly diverse and often vulnerable households, including older renters, many of whom will need ongoing support from the welfare benefits system after retirement. The reforms set out in my London Model will disproportionately benefit vulnerable renters, especially the commitment to end ‘no fault‘ evictions and introduce indefinite tenancies. It is high time the government made good on its promise to deliver these reforms. [TC1]
The government should also devolve powers to me to freeze and control rents to relieve pressure on already over-stretched renters – which would benefit those on fixed incomes in particular.
Government must also commit adequate funding – including revenue funding - to expand the provision of supported and specialist housing for older people, and provide more support for Local Authorities to ensure they have the capacity to meet the growing housing needs of older people.

Engaging with Londoners on trust and confidence in the police

Caroline Pidgeon: Aside from the MOPAC Public Attitude Surveys, how are you ensuring continual engagement with Londoners on issues of trust and confidence in the police, particularly those groups for which confidence is lowest?

The Mayor: Effective community engagement is critical to ensuring all communities can have trust and confidence in their police service. The Public Attitude Survey is one of the ways in which we engage Londoners and measure levels of trust and confidence in the Metropolitan Police.
The voices of Londoners are always present in how services are developed and delivered; from consulting with victims of crime to help shape our commissioned services to consulting with communities on my new Police and Crime Plan, in which I have made a clear commitment to continued engagement with deaf and disabled people and LGBTQ+ communities.
My Action Plan for Transparency, Accountability and Trust, which is focussed on Black communities who are significantly less confident in the police than others, was built on extensive community engagement. That has continued since publication with quarterly public meetings and an External Reference Group is also being established.
My Office for Policing and Crime has commissioned a Black-led community organisation to work with communities, particularly those with the lowest confidence, to further develop community engagement to ensure it is fully inclusive.

Mental Health and Police Custody

Krupesh Hirani: Please provide a breakdown of how many people have been held in custody by the Metropolitan Police due to a mental health-related incident over the last five years.

The Mayor: Under the Mental Health Act, police custody can only be used as a place of safety to detain individuals in crisis under s.136. An Inspector must be satisfied that an individual is over 18 years of age and that their behaviour poses an imminent risk of serious injury or death. As far as is reasonably practicable, a healthcare professional must be present and available throughout the period in which the subject is detained at the police station.
The table below details the usage of custody under s.136 from 2016 to 2021. During 2020-21 the Metropolitan Police Service (MPS) used custody suites as a place of safety 20 times, representing 0.4% of all s.136 detentions.
The MPS continues to work with Trusts at a local level to ensure the right agency is providing the best intervention at the right time. The aim is that wherever possible individuals experiencing mental ill-health are supported by Health Services and not the police.
Financial year
Count
2016/17
1
2017/18
9
2018/19
1
2019/20
9
2020/21
20
NB. The data provided is drawn from the most recent Home Office data return (2021/2 return has not yet been returned). The increase in 2020/1 is due to a change in legislation permitting the use of s.136 in custody settings as a place of safety, where previously it had been limited to a ‘public space’. The usage is still subject to strict criteria as detailed above.

Illegal E-Scooter Use

Tony Devenish: What are TfL and the Metropolitan Police doing to crack down on illegal e-scooter use in London?

The Mayor: The use of private e-scooters on public roads and cycle lanes is illegal. Transport for London’s policing partners will try to stop illegal e-scooter riders where they can do so safely, and for repeat offending, a police officer has the discretion to seize an e-scooter. The police can also take other actions, such as issuing a fixed penalty notice and endorsing a rider’s driving licence for using an illegal and uninsured vehicle on a public road.
As set out in my response to Question 2021/4428, the Metropolitan Police Service has adapted its approach to enforcement against people using e-scooters on London’s roads, focusing first on educating riders on the rules about where they can be ridden, unless there are aggravating factors necessitating a different approach. Since 1 January 2022, 406 e-scooters have been seized.

South Carriage Drive Closure (1)

Tony Devenish: With regard to the closure of South Carriage Drive in Hyde Park to vehicular traffic, has Royal Parks shared its assessment with the City of Westminster and / or TfL?

The Mayor: Transport for London (TfL) and I are very supportive of this trial and the broader Royal Parks strategy to reduce traffic in the parks.
TfL understand the Royal Parks are intending to publish data on the trial soon on their public facing website. The TfL team has been actively engaged on these proposals, and their assessment is that there is likely to be limited impact on the wider network in the area.
TfL continue to engage and support the Royal Parks as a key stakeholder.

ULEZ Expansion (1)

Leonie Cooper: Could you set out what methods of engagement will be used when the consultation starts on the expansion of the ULEZ to cover the whole of London?

The Mayor: Transport for London (TfL) is delivering a comprehensive marketing and engagement plan, which will ensure all of London’s diverse communities are made aware of the ULEZ expansion consultation. This will include:
Consultation materials are available in easy read formats and in Braille and large format, accompanied by a British Sign Language video. A consultation phone line is also available to address questions from people unable to access information online.
TfL has also undertaken extensive stakeholder mapping of the communities and stakeholders that would be impacted by these proposals, both within London and outside the GLA boundary. This will ensure our engagement activities are targeted at:
From the start of the consultation, these organisations and representatives will be contacted to inform them of the consultation. They will also be offered the opportunity to attend briefings sessions, organised by TfL, or for TfL to attend their local meetings.

Londonwide Ultra Low Emission Zone (2)

Caroline Pidgeon: When will you be publishing more detailed information on any Londonwide Ultra Low Emission Zone scrappage schemes and support packages that will be available for charities, small businesses, disabled people and Londoners on lower incomes, as part of your plans to expand the scheme Londonwide?

The Mayor: I have committed to help Londoners on low incomes, disabled people, small businesses and charities to adapt to an expanded London-wide Ultra Low Emission Zone (ULEZ) with the biggest scrappage scheme feasible. My previous scrappage scheme has already removed over 15,200 of the most polluting vehicles from London’s roads. A new scrappage scheme would build on this success.
Details about a new scrappage scheme, including the value of the fund and who can apply to it, will be announced at the time the decision on the scheme is made, should it be to proceed. It will be informed by the ULEZ Integrated Impact Assessment and responses to the consultation.
I continue to ask Government for funding to support a scrappage scheme, especially as other cities across the UK bring forward their proposals for Clean Air Zones with Government funding. In London we are using limited resources to do a job that needs Government help in the form of a targeted national scheme.

Wildflowers on the new City Hall estate

Zack Polanski: The new City Hall is surrounded by some green spaces that are used minimally by the public, such as the embankment that faces Silvertown Way and the verges surrounding the building access routes. Will you consider letting some of these green spaces grow into an area providing habitat for pollinators like bees and other wildlife, for example through growing longer grasses and wildflowers?

The Mayor: I fully support measures and policies to enhance London’s biodiversity by encouraging pollinators and other wildlife. As part of the refurbishment of City Hall, an ecological survey was conducted by specialists that identified existing features beneficial to biodiversity, including the green roof on the energy centre that remains. Additional planting has been installed, including lavender, which is a favourite for pollinators, including bees. While some grass verges may appear to be currently underutilised, during the summer months these are heavily used as social spaces by the general public and near-by residents. Locally, six wildflower meadows have been planted at Thames Barrier Park which have been very successful in attracting wildlife. The embankment that faces Silvertown Way is not owned by the GLA but by the London Borough of Newham.

Commission for Diversity in the Public Realm

Nick Rogers: Further to my question 2021/3912, what work has the Commission for Diversity in the Public Realm achieved and what is the total cost to the taxpayer since its inception?

The Mayor: London’s diversity is our greatest strength, yet many Londoners don’t see themselves reflected in our public realm. The Commission for Diversity in the Public Realm is leading a London-wide conversation on how to achieve greater diversity and representation.
Commissioners were appointed in January 2021, alongside a Partners Board and a Borough Working Group, attended by 19 boroughs sharing best practice. Since then, the Commission has funded the first comprehensive audit of London’s public sculpture and monuments showing that of 1500 monuments only four per cent are dedicated to named women. It launched Untold Stories, a £1m community grant programme which received 117 applications for the first phase. Over 4400 Londoners have taken part in public engagement activities including workshops and roundtables, delivered with partners including Black Cultural Archives, East End Women’s Museum, Museum of London and Queer Britain.
The cost of this work has been £788k, including £533k in grants to 42 community led projects through Untold Stories.

Mobility Credits (1)

Caroline Pidgeon: What specific actions have you taken to progress the idea of mobility credits in London?

The Mayor: In developing my first scrappage scheme, Transport for London (TfL) did explore the possibility of mobility credits as an option instead of a grant payment. However, focus groups with potential eligible applicants indicated a grant payment would be more effective. TfL will revisit this as part of their work on London-wide Ultra Low Emission Zone (ULEZ) expansion proposals and the scrappage scheme which would accompany it. This work will include an updated review of how to best support to eligible Londoners.

Reason for Presentation of TfL’s Covid-19 “Death in Service” Data

Keith Prince: In your responses to Questions 2021/0127, 2021/1974 and 2021/4898 you aggregated deaths of bus and Dial-A-Ride drivers and presented a combined total figure for both categories of driver. Are Dial-A-Ride drivers employed by bus contractors? If not, how do you explain why you’ve presented the data this way?

The Mayor: The data on colleagues who sadly passed away in service are categorised by the mode of travel on which they worked. Dial-a-Ride drivers are employed directly by Transport for London (TfL). Dial-a-Ride drivers and the bus drivers employed by TfL operators were combined as they undertook a similar role.

Ambulance Callouts from London Underground Stations

Krupesh Hirani: Please provide a breakdown of the number of ambulance callouts, facilitated by Transport for London (TfL) staff, at London Underground stations over the last three years. Can you also provide a breakdown of the five stations with the highest number of callouts?

The Mayor: London Underground staff made 13,876 London Ambulance Service callouts between 1 January 2019 and 10 May 2022, as shown in the table below.
2019
2020
2021
2022 (Partial)
Total
LAS Callouts by London Underground
6493
2788
3162
1433
13876
Over the same time period, the five stations with the highest number of callouts are King's Cross St Pancras (421), Bank/Monument (343), Stratford (328), Green Park (314) and London Bridge (288).

Speed Limit Reductions

Neil Garratt: In February 2022 I asked question 2022/0819 about the need to review bus timetables when speed limits are reduced, to avoid creating a safety issue by putting undue pressure on bus drivers to achieve a timetable that can no longer be met safely or legally.
In response, you claimed that this is not necessary because lowering speed limits does not slow buses down. In my view, your answer was not just factually wrong and mathematically ignorant, it was embarrassing. Using the following example, could you walk me through your thinking?
Suppose a bus route contains, along its entire length, cumulatively one mile of driving at 30mph. That mile will take 2 minutes. If the speed limit is reduced to 20mph over that mile, it will now take 3 minutes. This is true regardless of the bus’s average speed over the whole route.
The baseline assumption must therefore be that this route will now take one minute longer. Given that you believe the total route will not take longer, can you explain how you believe the driver can make back this minute?

The Mayor: As I said in my response to your previous question, Transport for London (TfL) considers it unlikely that the changes you mentioned would have a significant impact and would keep the matter under review with operators.
As part of the contract management process, TfL is in continuous dialogue with bus operators to discuss performance and consider any external factors that may affect an operator’s ability to provide safe and high-quality bus services in London. This includes any changes to the road network that could necessitate adjustments to bus timetables.
If a change in the speed limit on a particular route has a material impact on the bus timetable this would be discussed in the performance conversations that regularly take place between the operators and TfL.
There are a range of tools at TfL’s disposal to monitor speed compliance to ensure safe operations are maintained.

ULEZ Charges (1)

Keith Prince: What was the total income from the ULEZ charges from the 25th of July 2021 to the 24th of October 2021?

The Mayor: Transport for London advises that 571,792 valid daily charges were purchased for travel within the centralULEZ zone between 25 July and 24 October 2021. The total value of payments received for these charges was £7,183,450.

Memorialising Cyclist and Pedestrian Deaths from Crossrail Construction Vehicles

Keith Prince: Following up on your noncommittal responses to questions 2018/2614 and 2018/2991 in autumn 2018 and question 2021/1986 in summer 2021, with your recent announcement that Crossrail will partially open on 24 May 2022, will you commit to an exact timetable for TfL to ensure that a suitable memorial is designed and placed at a public point along the Elizabeth Line to highlight that three cyclists and one pedestrian were killed by lorries working under contract to Crossrail during its construction?

The Mayor: Any death on London’s roads is one too many, and through my Vision Zero policy I am determined to eliminate all deaths and serious injuries on London’s roads. Raising awareness of the terrible human cost of road collisions and the real lives that are ended or changed forever is a key part of changing the way Londoners think and behave when using our streets.
Transport for London (TfL) officials have been in discussion with groups representing the victims of road collisions about the best ways to recognise the devastating cost of these incidents. This has highlighted both the extreme sensitivity around naming individuals and the importance of being led by the wishes of their surviving relatives regarding how their loved ones should be remembered.
Following this very helpful and important advice, I will be hosting an event later this year in which all the victims of collisions will be remembered. As part of that, I undertake to specifically acknowledge the deaths of Maria Karsa, Brian Holt, Ted Wood and Claire Hitier-Abadie in collisions with lorries working on the Crossrail project and recognise the terrible pain and grief this must have caused to their families. I have also asked TfL to explore the possibility of a more permanent memorial to all those who have lost their lives in London as a result of road collisions.

Increased Costs

Susan Hall: Please can you provide a breakdown of all charges, fares, taxes, rents and levies which the Mayor of London or GLA group has introduced or increased since 2016? Please also specify the percentage and value of any increase.

The Mayor: A breakdown of all charges, fares, taxes, rents and levies which I or the GLA group has introduced or increased since 2016 is attached as a separate Appendix.

The Mayor: 2022-1254 Charges Fares Taxes rents and Levies.docx

MPS bi-annual officer and staff survey

Caroline Russell: What were the results of the bi-annual officer and staff surveys conducted in October 2021 by the Metropolitan Police Service (MPS)? What areas of concern were raised by those surveyed?

The Mayor: The Metropolitan Police Service (MPS) October survey results are published on the MPS website.

Intelligent Infrastructure Control Centre

Elly Baker: The Intelligent Infrastructure Control Centre (IICC) is being developed by the Transport Infrastructure Efficiency Strategy Living Lab programme. As TfL is a member of this programme can you give us your thoughts on the IICC and how it might reduce TfL’s capital project costs in the future?

The Mayor: Infrastructure schemes generate vast amounts of intelligence that could be applied to other projects to improve their efficiency. The Intelligent Infrastructure Control Centre (IICC) Living Lab programme provides a means of harnessing this collective information to automatically feed data for visualisation and analysis of major design and construction activity across the Living Lab demonstration projects for the Department for Transport (DfT) and Transport Infrastructure Efficiency Strategy (TIES) partners and to help prove the business case for adoption of Modern Methods of Construction. The IICC platform has the potential to provide a single source of truth and strengthen the quality and speed of decision making across the capital investment lifecycle.
Transport for London continues to work closely with the TIES partners in the development of this Living Lab programme to demonstrate the benefits of the platform and prove the business case for its adoption. Any future decision on expanding the use of the IICC platform (beyond the Living Lab demonstration projects) will be dependent on the suitability of the project and a proven business case for adopting the platform.

Strip searching children

Caroline Russell: Given the serious safeguarding case of the strip search of Child Q at her school while she was menstruating, will you and the Metropolitan Police Service (MPS) end the practice of strip searching children?

The Mayor: I have been clear at how dismayed and disgusted I am at what happened to Child Q.
The searching of individuals, particularly children, is an intrusive power and must be always used lawfully and proportionately – even more so where the search involves removing more than just outer clothing. The police must therefore be even more mindful of the limits of their operational powers, particularly in relation to strip searching or as in the case of Child Q, more thorough searches exposing intimate parts, and to fully weigh up the safeguarding issues versus the necessity for taking such action.
The issue of strip searching was discussed at length at the last meeting of our formal Oversight Board. I will continue, alongside my Deputy Mayor for Policing and Crime, to hold the Metropolitan Police Service to account for the use of all their powers, including their powers to search individuals.

Tube noise in Fitzrovia [2]

Anne Clarke: Speed restrictions were in place on the night tube in the Warren Street area, prior to the suspension of the night tube during the pandemic. Despite noise levels in properties being higher now than they were just prior to the pandemic, the night tube has now resumed without speed restrictions in place. What is the rationale for this decision (to refuse to reinstate the speed restrictions on the night tube in the Warren Street area) by TfL?

The Mayor: Minimising the impact of noise from the Tube for passengers and residents is a priority for Transport for London (TfL) and me. TfL continues to regularly monitor noise and vibration levels across the network and carries out practical action to alleviate known residents’ concerns where possible.
Any speed restrictions designed to help address in-property noise need to be assessed to balance the noise experienced within properties against the operational impact of applying the reduced speeds. TfL undertook such a review ahead of the resumption of the Victoria line Night Tube last year. Speed restrictions are extremely resource intensive and requires a Technical Officer to physically attend the location where the speed restriction is implemented. The resource required for implementing speed restrictions would significantly diminish TfL’s ability to respond quickly to operational incidents (including signal failures). As millions of Londoners return to the transport network following the pandemic, TfL’s focus continues to be providing a safe and reliable service. Speed restrictions have not been implemented at this time.
TfL will, however, continue to monitor noise levels in the area and will look to schedule rail grinding if rail roughness increases.

Guidance for community parklets

Siân Berry: Will you update the November 2017 Transport for London (TfL) temporary street measures guidance document, Small Change, Big Impact, based on lessons from the Streetspace schemes and other recent measures?

The Mayor: There are currently no plans to update the Small Change, Big Impact document. However, since the introduction of Streetspace and other recent measures, Transport for London (TfL) has published reports on learnings from two types of ‘small change’ interventions with big impacts on getting people walking and cycling: Low Traffic Neighbourhoods (LTNs) and School Streets. Over 100 LTNs have been delivered across London as well as over 500 school streets, providing safer streets and cleaner air for approximately 20 per cent of primary schools across the Capital. TfL and the boroughs continue to monitor, evaluate and share lessons learned from these and other local transformational schemes, for example through TfL’s Travel In London reports and evaluation reports on TfL, GLA and borough websites including the school streets evaluation report).

South Carriage Drive Closure

Tony Devenish: With regard to the closure of South Carriage Drive in Hyde Park to vehicular traffic, what is the data being assessed and when will it be published?

The Mayor: Transport for London (TfL) and I are very supportive of this trial and the broader Royal Parks strategy to reduce traffic in the parks.
The Royal Parks have yet to conclude whether the current restrictions for general traffic on this route will remain in place every day or if they will be on selective days and timed. TfL understands the Royal Parks are intending to publish data on the trial soon on their public facing website. TfL expects this data will consider the amount of traffic/cycle/pedestrian flow change within the park and boundary routes and be augmented with TfL data such as bus journey times alongside observational evidence to form a rounded opinion of the scheme.
The TfL team has been actively engaged on these proposals, and its assessment is that there is likely to be limited impact on the wider network in the area.

Attempts to appeal the High Court ruling on the Sarah Everard vigil

Caroline Pidgeon: How much has the Met spent on defending their position in relation to the policing of the Sarah Everard Vigil in March 2021, including their attempts to appeal the High Court ruling, which found in favour of the Reclaim These Streets campaigners?

The Mayor: The Metropolitan Police Service (MPS) has an in-house legal team, which includes fee and non-fee earning staff. The Directorate of Legal Services records time spent on cases but does not collect granular information of the costs attributed to each case, such as staff costs, supplies, services, etc. Therefore, the MPS are not able to provide this information.
The MPS position on providing fees paid to counsel in this instance is covered here https://www.met.police.uk/foi-ai/metropolitan-police/d/may-2022/sarah-everard-vigi-legal-costs-bianca-williams/

Car Theft in London

Caroline Pidgeon: Data from the Home Office shows that the Met closed 89% of car theft cases in 2021 without even identifying a suspect – the worst record of any police service in the country. What work is taking place to improve outcomes for those who have their car stolen in London?

The Mayor: The Metropolitan Police Service (MPS) takes vehicle crime seriously and ensures that every allegation of car theft is investigated and, where possible, suspects are brought to justice.
Many MPS vehicles are fitted with Automatic Number Plate Recognition Devices (ANPR) and this ability along with the wider CCTV network is used by officers to detect and identify vehicle crime perpetrators. The MPS also has specially designated officers helping tackle motor vehicle crime in areas of London where it is at its highest.
The MPS also works closely with and shares relevant information with manufacturers to improve vehicle security to help design out vehicle theft and reduce the opportunities for theft to occur.
The MPS is currently working in partnership with the Behavioural Insights Team commissioned by the Home Office Neighbourhood Crime Unit to test behavioural strategies aimed at preventing vehicle crime. This year alone, 400 streets in London have been the subject of work to design out motor vehicle theft. The MPS will assess the impact of these strategies and use them to inform efforts to tackle motor vehicle crime in London.

Lessons from October's ULEZ Expansion (3)

Keith Prince: How many of those people regularly paying the ULEZ are poorer Londoners who cannot afford to replace their vehicle but, based on their income, are also really struggling to pay £12.50 per day?

The Mayor: Transport for London does not hold information about the income levels of people who pay the Ultra Low Emission Zone (ULEZ) charge. However, it does monitor how Londoners travel to determine trends and developments relating to travel and transport in London. This includes analysis by household income and car ownership.
Around six in ten households in the expanded ULEZ do not own a car. For those households that do own a car, the vast majority of these cars seen in the zone (92 per cent) already meet the ULEZ standards. For those with non-compliant vehicles, my scrappage scheme has removed over 15,200 more polluting vehicles from London’s roads, helping low income and disabled Londoners, small businesses and charities to prepare for the ULEZ.

Lessons from October's ULEZ Expansion (2)

Keith Prince: What assessment has been made of the relative incomes of those paying to drive into the ULEZ?

The Mayor: Please refer to my answer 2022/1209.

Crossrail Opening

Keith Prince: When will Crossrail be fully open?

The Mayor: The central section of the Elizabeth line opened on Tuesday 24 May 2022. The opening of the line has always been planned to take place and stages and it will initially operate as three separate railways (Paddington to Abbey Wood; Liverpool Street to Shenfield; and Paddington to Reading and Heathrow). Direct services between Reading, Heathrow and Shenfield are expected to connect with the central section in autumn 2022, with full services across the entire route being introduced by May 2023.